Shift Shaft Support Aprilia Racing RS660 Tuono 660

This kit is compatible with: Aprilia RS 660 and Tuono 660 APRILIA RSV4 and APRILIA TUONO V4 Model years 2021 to 2024 with Euro 5 engine, and includes the following functions: Front headlight emulation, tail light emulation, as well as a bypass plug to eliminate the side stand switch If applicable, lap time display in the dashboard if a compatible lap timer module is installed (not included) This kit was developed by AndroidX and manufactured by IRC. IMPORTANT: Track use only, no road approval / no warranty.   Scope of delivery: Ignition switch / kill switch adapter wiring harness to repurpose the kill switch Installation instructions ⚠️ IMPORTANT: For track use only. No road approval, no warranty.

Please select your preferred variant, as well as the matching accessories for installation and successful operation! This is a complete, ready-to-fit kit consisting of the rotor, the alternator coil including the corresponding mounting plate, and the alternator regulator. The kit is supplied pre-assembled with all necessary connectors. In short: the significantly lighter rotor with a smaller radius results in considerably reduced gyroscopic forces on the crankshaft. The effect is immense: Easier direction changes, especially in chicanes Significantly faster engine speed matching when downshifting under braking, resulting in: faster downshifting less instability, more stable rear end more time and confidence when turning in later braking improved throttle response, faster acceleration The typical power gain is around 5-6 hp, but this varies from engine to engine. This kit uses a rotor with a 45mm diameter and a weight of only 198g. This not only reduces the effective weight of the crankshaft, as the new rotor is 78% lighter than the original rotor (890g), but above all reduces gyroscopic forces thanks to the significantly smaller radius of 45mm instead of 120mm. Here is an example to illustrate the effect: due to its larger radius, a standard rotor reaches a rotational speed of 320 km/h at 14,000 rpm, whereas the kit rotor reaches only 120 km/h. The main performance benefits stem from the fact that a lighter rotor with a significantly smaller radius is considerably easier to accelerate and decelerate. Most racing alternators also use a smaller rotor, but compared to ours, usually with significantly fewer windings in the coil, resulting in uneven and relatively low power output. In addition, the original regulator continues to be used, which is not designed for excess power at the necessary engine speeds and can only convert this into harmful heat. Our alternator kits also use a small rotor, but we use a particularly efficient and fine wire for our windings. This allows us to deliver strong and consistent output from lower engine speeds (approx. 4000 rpm). Another highlight lies in the switching system of our special alternator regulator. Once the desired voltage is reached, no further electricity is generated at the crankshaft. This results in a significantly cooler and more durable regulator. For this reason, never use our alternator kits with the original regulator. Particularly for the specific requirements regarding necessary capacity reserves in connection with a racing alternator, we recommend the use of a LiFePo4 supply battery with at least 7.5 Ah, preferably 10 Ah. We advise against using a lithium polymer battery in conjunction with a racing alternator. To remove the original flywheel, you will need a puller. Pullers and LiFePO4 batteries are available here in the shop. Important installation notice for racing alternator kits from BDK Race Engineering A BDK racing alternator kit replaces your motorcycle's rotor, stator and regulator/rectifier with a significantly lighter unit designed for racing use. This provides a noticeable reduction in rotating mass – but requires careful installation and involves changed operating behaviour. To ensure your kit works reliably from the outset, here is an overview of the most important points. Who should carry out the installation? Installation should be carried out by an experienced mechanic – someone who is confident working on the engine and the vehicle's electrical system. Specifically, this includes: Removal of the alternator cover, flywheel/rotor, starter clutch and stator, including securing the Woodruff key (rotor key) Removal and refitting of the ignition pulse sensor (pickup), maintaining the original installation position Working with thread locker and specified torque values according to the manufacturer's instructions Cleaning sealing surfaces, correctly fitting new gaskets and locating dowels, and sealing the cable grommet Professional crimping of the spade connectors and fitting of the connector housing Connection and fusing of the regulator/rectifier in the vehicle electrical system, plus measurements with a multimeter in AC and DC What matters during installation Thread locker is mandatory: All screws must be fitted with thread locker and tightened to the specified torque. Failures have already occurred due to missing thread locker – this is the most common avoidable mistake. Only use the supplied regulator: The standard regulator must never be used with a racing alternator. The regulator body must have a permanently clean earth connection. Regulator mounting: on a flat metal surface exposed to airflow, away from exhaust heat. One mounting point bolted, the second secured with a cable tie. Pay attention to cable management: Route the stator and pickup wires and secure them with the original clamps as done from the factory – free of chafing, with sufficient movement clearance, and not pinched. A chafed cable causes a short to earth. Connectors: Every spade connector must click audibly into place. The order of the three stator wires is not important – a secure fit is what counts. Fusing and switched positive: An intact fuse (30 or 35 A depending on kit) must be fitted in the positive line. The signal wire must be connected to a switched 12V positive supply so that no standing current flows when parked. Follow the original installation instructions: Sequence, torque values, gasket part numbers and cable lengths are model-specific and are detailed in the enclosed BDK instructions. What changes during operation A racing alternator deliberately delivers less charging output than the standard system. Depending on the kit, it only starts charging from around 3,000 to 5,000 rpm; prolonged running at lower engine speeds will discharge the battery. This results in three fixed rules: Always start with a fully charged battery, using at least a 7.8 Ah LiFePO4 battery, ideally 10.4 Ah. After each session, remove the fuse at the regulator, disconnect the 12V supply, or use a battery disconnect switch – otherwise deep discharge may occur. Never start or run the bike with the battery disconnected or the regulator unplugged. This will damage the alternator. The green LED on the regulator indicates that charging is taking place – a useful quick check before and after each session. Diagnostics The installer should be able to independently check with a multimeter: the fuse and switched positive supply, continuity between the stator pins (present between each other, none to earth), the AC voltage between the stator pins at a constant engine speed, and the charging voltage at the battery. This allows almost all faults to be narrowed down within a few minutes – often to something minor such as a blown fuse or a connector that hasn't clicked into place. The specific target values can be found in the troubleshooting section of the enclosed instructions. If you're unsure That's not a problem – in this case, please have the installation carried out by a specialist workshop or an experienced racing mechanic. If you have any technical questions about your kit, we'll be happy to help; just get in touch with us. Please note: This is racing equipment intended exclusively for competition and track use and is not approved for use on public roads. In its development, performance takes priority over durability; as is common for racing parts, the manufacturer provides no warranty or liability for these parts, in particular not for consequential damage. Your statutory rights against us as the seller remain unaffected. The original installation instructions from BDK Race Engineering supplied with the product are authoritative for installation.

APRILIA Racing Coolant Reservoir Kit This kit is compatible with: Aprilia RS 660 and Tuono 660 Aprilia RSV4 Aprilia Tuono V4 Kit contents: Sturdy aluminum mounting bracket Chemically and temperature resistant 250 ml coolant reservoir with screw cap Cable ties ⚠️ NOTE: This product is intended for race track use only. No type approval (ABE), no warranty.

High-quality two-part puller for the original rotor of the Aprilia RSV4 with Kokusan alternator (from model year 2013 with APRC models).

  IRC Up- and Downshift Blipper/Quickshifter    When downshifting, the IRC control unit delivers a gear- and RPM-dependent throttle blip, eliminating the need to use the clutch when shifting down.  The IRC shift sensor, designed for both push and pull directions, also sends the necessary signal for the factory ECU’s quickshifter functionality.  All key parameters can be adjusted individually:      Shift pressure for upshifts    Shift pressure for downshifts    Blip duration (time)    Blip threshold (trigger force)    Sensor direction: push / pull    These settings can be tailored for the intended use (e.g. road or racetrack) as well as the leverage and geometry of the rearset configuration.  The installation kit, including pre-assembled wiring harness and linkage hardware, is fully plug-and-play and fits any rearset with minimal modifications – even in setups with reverse shifting.  No road approval (no ABE)     2-year manufacturer warranty Installation notice IRC components interface directly with your motorcycle’s engine management and sensor systems. Installed correctly, they deliver reliable performance for years — so here is what matters most. Installation should be carried out by an experienced mechanic who is confident working with the electronic components of modern motorcycles: Ignition coils Throttle position sensor (TPS) Gear position sensor Throttle grip / twist grip sensor Demand sensor Fuel injectors Equally important during installation: Work carefully — seat all connectors fully, keep contacts dry and corrosion-free, observe torque values. Mind the cable management — route wiring free of chafing with sufficient slack, away from hot and moving parts, and secure it properly. Follow the IRC installation instructions — sequence, pin assignment and operating parameters are product-specific. Be able to read fault codes — most irregularities after a modification can be narrowed down within minutes. A solid understanding of the rest of the motorcycle’s electronics and of how the components interact is just as valuable. If you are unsure, have the installation done by a specialist workshop or an experienced racing mechanic — and feel free to contact us with technical questions. These products are intended exclusively for racing and track use and are not approved for use on public roads. Damage caused by improper installation, deviating settings or inadequate cable management is excluded from the manufacturer’s warranty. Warranty conditions This product is covered by the international warranty conditions of IRC S.r.l. Download the IRC international warranty conditions (PDF)

This kit is compatible with: Aprilia RSV4 Aprilia Tuono V4 Kit contents: 1 CNC-machined black anodized aluminum shift shaft support stabilizer unit with needle bearing 2 screws inclunding sleeves Made of high-strength aluminum, the shift shaft reinforcement stabilizes the shift shaft that stick out too far and thus prevents elastic twisting during fast and hard gear changes. This eliminates shift problems and protects your gear box. Can be perfectly combined with the separately available sprocket cover offered here. ⚠️ NOTE: For race track use only. No type approval (ABE), no warranty.

This kit is compatible for the APRILIA RSV4 and APRILIA TUONO V4 APRILIA RS 660 APRILIA TUONO 660 and contains 2 x CNC milled SLS cover made of aluminum including rubber sealing ring 4 x screws 1 x Rubber stopper 1 x cable tie   ⚠️ NOTE: For race track use only. No type approval (ABE), no warranty.

Racing alternator REPLACEMENT MAGNET ROTOR APRILIA RS660 2020+

This kit is compatible with: Aprilia RSV4 Aprilia Tuono V4 Kit contents: 1 CNC-machined black anodized aluminum sprocket cover 4 bolts Can be perfectly combined with the separately available shift shaft support offered here. ⚠️ NOTE: For race track use only. No type approval (ABE), no warranty.

You are ordering two brake pads per unit, sufficient for one brake caliper.VESRAH racing brake pads are specifically developed for use in motorcycle racing under all weather conditions. They offer outstanding temperature stability, are available in different compounds for various braking preferences and riding styles, and feature an especially stiff backing plate to ensure maximum braking precision, optimal brake pressure control, and free wheel rotation. Racing in any weatherEven in wet conditions, full braking power is restored instantly. The metal-on-metal friction generates immediate heat – water evaporates instantly, completely fade-free. Stability across the full temperature rangeSintered metal pads are designed to maintain their coefficient of friction consistently across the entire racing temperature range – no softening, no outgassing. Vesrah's specially developed steel backing plate also provides maximum shape stability. Customized braking behavior – tailored to your riding styleWhether you accelerate early and aggressively or brake late and hard into corners: Vesrah pads offer optimized compounds for different riding techniques, allowing maximum control based on your personal riding style. Vesrah Racing Compounds – Overview of Properties Compound Properties Chart Vesrah RJL Very smooth, controlled initial bite Ideal for beginners and intermediate riders Especially durable and consistent Proven in endurance races Vesrah RJL-SS Very strong initial bite High endurance – ideal for advanced riders More direct feedback than XX Very popular – often sold out Vesrah RJL-XX Softer initial bite with strong effect in the temperature range Very durable – suitable for advanced riders Especially stable over race distances Vesrah RJL-ZZ Very strong initial bite Good control and modulation Medium durability – ideal for light/midweight bikes Newest pad generation for maximum performance from the first brake Vesrah RJL-RX Very strong initial bite Very good control and modulation High durability – ideal for all category bikes Newest pad generation for maximum performance from the first brake  

You order two brake pads per unit, sufficient for one caliper. Founded in 1950, Vesrah from Japan is an OEM supplier to many Japanese motorcycle manufacturers. Vesrah products are known for their exceptionally high quality standards. Especially the excellent and continuously developed sintered compounds are popular in the racing scene – particularly in the USA. The Vesrah Suzuki team won eight championships in ten years of the WERA National Endurance Series competition. These results demonstrate the extraordinary racepace performance quality of Vesrah racing brake pads. Vesrah racing brake pads are specifically designed for motorcycle racing in any weather, offering high thermal stability and adaptability to different braking preferences. Racing in all conditions: Rapid recovery of braking performance in wet conditions. Water evaporates almost instantly due to high temperatures created by metal-to-metal friction – with no fading. Temperature stability: Sintered metal is designed to maintain consistent friction coefficients across all race temperatures. No softening or vaporization. Vesrah's special steel backing plate ensures dimensional stability. Braking characteristics by choice: Riders adapt their braking to individual styles – from early acceleration to late braking into corners.